DE112013004225B4 - Elevator control device and elevator control method - Google Patents

Abstract

An elevator control device for controlling an elevator driving section (100) having an electric motor (101) and a brake (102) for braking the rotation of the electric motor (101) and releasing the braking state thereof to a car (10) of an elevator wherein the elevator control apparatus comprises: a first control system for generating a first torque current command value to reduce a start shake and a slipback due to the release of the brake state applied by the brake (102); and for controlling the elevator driving region based on the first torque current command value in a starting period or starting time from a first time corresponding to a timing at which the braking state executed by the brake is released , a second time to a third time, a second control system for generating a second torque torque command value and for controlling the elevator driving section (100) based on the second torque current command value as a control during a stable operation in which the decrease in the approach vibration and the slipping back are not taken into account in a stable period Operation after the third time has elapsed; anda car load estimation section (206) for calculating an offset current command value corresponding to an unbalance load value based on the first torque current command value in a period from the second time to the third time, the second control system controlling the elevator drive section (100 ) by generating the second torque current command value as a value obtained by adding to the torque current command value generated by the second control system itself the offset current command value derived from the cabin load estimation range (206 ) is calculated as an initial value at a third time at which the control in the starting period is switched by means of the first control system to the controller in the period for stable operation by the second control system.

Description

Technical area

The present invention relates to an elevator control apparatus and an elevator control method which are capable of stably reducing landing vibrations and slipping back or retreat of a car when an elevator starts.

State of the art

The WO 2013/094 255 A1 relates to an elevator control device. The elevator control device includes a control state determination unit that determines whether the response speed of the speed control of the electric motor is to be changed or the position control of the electric motor depending on the control state and the control completion state of a control system of an electric motor upon startup of an elevator to switch to the speed control. The control state determination unit executes switching from the position control to the speed control, and changes the response speed of the speed control to reliably reduce the approach and roll back of the car, etc. regardless of the magnitude of the unbalance torque.

The JP 2000 - 226 165 A relates to an elevator control device for reducing the occurrence of suspension droops when starting an elevator and an associated unpleasant feeling for the passengers. To this end, the elevator control apparatus has a speed control executing means whose response is temporarily raised by means of an auxiliary speed control means based on a deviation between the speed of an engine driving the car and its reference value when the elevator starts to drive.

In general, a rope-type elevator has a car and a counterweight which are suspended with the interposition of a drive sheave to maintain balance. When the car of the above-described rope-type elevator is to be stopped, the car is held stationary by means of a brake. At the beginning of the journey (at the beginning of the operation), the brake is released, so that the drive pulley can be rotated by means of an electric motor. In this way, the cab is raised and lowered.

When the travel of the car is started as described above, a load value corresponding to the weight difference between the car and the counterweight (hereinafter referred to as "unbalance load value") is transmitted to the electric motor, along with the release of the Brake. Therefore, when the brake is released in a state in which the torque of the electric motor is zero, then an approach shake or a retreat of the car occurs due to a control response delay.

Therefore, in order to reduce these starting shakes and slips, a starting control method for releasing the brake after detecting a load weight in the cab is normally performed to generate a torque for canceling the imbalance load value by means of the electric motor.

However, with the above-described control method, a load detecting means for detecting the load weight in the car is required, resulting in an increase in cost. In addition, the load detection device must be adjusted. Therefore, a driving control method capable of reducing the starting vibration and the slipping back without using such a load detecting device is needed.

Conventionally, in order to meet the above-mentioned requirement, there is a control method in which the response speed of a speed control system is temporarily set at a high speed at the start of operation (see, for example, Patent Literature 1). There is also a control method in which the response speed of a torque control system of an inverter controller is set higher than the rate of change of brake torque of the brake when the brake is released at the start of operation. Then, the direction of movement and the amount of movement of the car at the start of operation are detected. Then, the torque control system of the inverter is subjected to feedback in a direction to cancel the detected amount of movement (see, for example, Patent Literature 2).

In addition, there is a control device which controls a brake coil current at the start of operation to gradually reduce the braking torque of the brake. Furthermore, the movement of the car is detected by a speed detector. Then, the control device adds an offset value to a torque current command value for the electric motor based on the detected movement of the car (see, for example, Patent Literature 3).

bibliography

patent literature

• [Patent Literature 1] JP S60-40386A
• [Patent Literature 2] JP S62-4 180 A
• [Patent Literature 3] JP H07-68 016 B2

Summary of the invention

Technical problem

However, the following problems arise in the prior art.

In the prior art described in Patent Literature 1 and 2, when the response speed of the speed control system or the torque control system (power control system) is set to the higher speed, the start shake and the slip back can be reduced. However, it is likely that the command value becomes unstable. In particular, in a region where the speed at the start of operation is extremely low, the instability of the command value becomes noticeable. The phrase "likely to become unstable" means that vibrations (vibrations) are likely to be generated.

The above-mentioned instability results from an increase in the speed detection error and an increase in the time delay in the speed detection. More specifically, when the speed is detected by means of a pulse measurement with an encoder or the like which is usually used, the change of the pulse is small when the speed is extremely low. When a digital control is performed by using a microcomputer or the like, the speed detection error and the time delay in the speed detection become relatively large as compared with those at the time of the high speed running.

Therefore, even in the case where the control response is set high enough to reduce the starting vibration in the case where the unbalance load value is large, or in the case where the unbalance load value is large, therefore, the following applies If the speed is controlled so that the speed of the car becomes zero after the start of operation, then the command value is likely to become unstable due to a small change in the pulse.

The case that the imbalance load value is large herein means a state in which the loading state of the car is near an empty state or a full state, whereas the case where the imbalance load value is small denotes a state which is the loading state of the car near the weight of the counterweight.

Even if the speed control system starts to become unstable, destabilization can generally be inhibited if the control response is lowered. In the case of destabilization, the torque command value oscillates. At a time when the control response is lowered, therefore, a shock is undesirably caused to the cabin. As a result, there is a problem that the starting vibration can not be sufficiently reduced.

Because of the problems described above, in the prior art described in Patent Literature 1 and 2, the control response can not be set sufficiently high. In particular, when the imbalance load value becomes large, in particular, the start-up shake and the slip-back can not be stably reduced.

In the prior art described in Patent Literature 3, moreover, a device for carrying out a very precise control is required to gradually decrease the braking torque of the brake, which becomes a cost-increasing factor. Furthermore, the braking torque changes due to the wear of the brake shoes or a change in the brake stroke as a function of the temperature state. Consequently, there is a difficulty in accurately setting the offset value to be added to the torque current command value to the amount that should balance the unbalance load value.

In addition, in the case where the resolution of the speed detector is low, the timing for adding the offset value is delayed when the offset value is added to the torque current command value after the speed is detected. Therefore, the timing is sometimes too late to reduce the starting shakes. Consequently, there is a problem that the starting vibrations can not be stably reduced.

The present invention has been conceived to solve the problems described above. Its object is to provide an elevator control apparatus and an elevator control method which are capable of, Regardless of the magnitude of an imbalance load value and an oscillation of a torque current command value, to sufficiently increase a response speed of a control response at the start of operation to enable the starting vibration and the slipback to be stably reduced and capable of doing so to ensure the stability of a speed control system in a period for stable operation.

the solution of the problem

• ein erstes Steuerungssystem zum Erzeugen eines ersten Drehmomentstrom-Befehlswerts, um eine Anfahrtserschütterung und ein Zurückgleiten oder Zurückweichen infolge des Lösens des von der Bremse ausgeübten Bremszustands zu verringern, und zum Steuern des Aufzugs-Antriebsbereichs auf der Basis des ersten Drehmomentstrom-Befehlswerts in einem Startzeitraum oder Anfahrtszeitraum von einer ersten Zeit, die einem Zeitpunkt entspricht, in welchem der Bremszustand, der von der Bremse ausgeführt wird, gelöst wird, über eine zweite Zeit hinweg bis zu einer dritten Zeit;
• ein zweites Steuerungssystem zum Erzeugen eines zweiten Drehmomentstrom-Befehlswerts und zum Steuern des Aufzugs-Antriebsbereichs auf der Basis des zweiten Drehmomentstrom-Befehlswerts als eine Steuerung während eines stabilen Betriebs, in welchem die Verringerung der Anfahrtserschütterung und des Zurückgleitens nicht berücksichtigt wird, und zwar in einem Zeitraum für stabilen Betrieb, nachdem die dritte Zeit verstrichen ist; und
• einen Kabinenlast-Schätzbereich zum Berechnen eines Offset-Strombefehlswerts, der einem Ungleichgewichts-Lastwert entspricht, auf der Basis des ersten Drehmomentstrom-Befehlswerts in einem Zeitraum von der zweiten Zeit zu der dritten Zeit, in welchem das zweite Steuerungssystem den Aufzugs-Antriebs-bereich steuert, indem es den zweiten Drehmomentstrom-Befehlswert als einen Wert erzeugt, der erhalten wird, indem zu dem von dem zweiten Steuerungssystem selbst erzeugten Drehmomentstrom-Befehlswert der Offset-Strombefehlswert addiert wird, welcher von dem Kabinenlast-Schätzbereich als ein Anfangswert zur dritten Zeit berechnet worden ist, bei welcher die Steuerung in dem Startzeitraum mittels des ersten Steuerungssystems auf die Steuerung in dem Zeitraum für stabilen Betrieb umgeschaltet wird, und zwar mittels des zweiten Steuerungssystems.

According to an embodiment of the present invention, there is provided an elevator control apparatus for controlling an elevator driving section having an electric motor and a brake for braking the rotation of the electric motor and releasing the braking state thereof to raise, lower and a car of an elevator stop, wherein the elevator control device comprises

• a first control system for generating a first torque current command value to reduce start shake and slipback due to release of the brake applied braking state and to control the elevator drive range based on the first torque current command value in a start period or Starting time from a first time corresponding to a time when the braking state executed by the brake is released over a second time to a third time;
• a second control system for generating a second torque current command value and controlling the elevator driving range based on the second torque current command value as a control during a stable operation in which the reduction of the starting vibration and the slipping back are not taken into consideration Period for stable operation after the third time has elapsed; and
• a cabin load estimation area for calculating an offset current command value corresponding to an imbalance load value based on the first torque current command value in a period from the second time to the third time in which the second control system controls the elevator drive area by generating the second torque current command value as a value obtained by adding to the torque current command value generated by the second control system itself the offset current command value calculated from the car load estimation range as an initial value at the third time is, in which the control is switched in the starting period by means of the first control system to the controller in the period for stable operation, by means of the second control system.

• einen ersten Steuerungsschritt zum Erzeugen eines ersten Drehmomentstrom-Befehlswerts, um eine Anfahrtserschütterung und ein Zurückgleiten oder Zurückweichen infolge des Lösens des von der Bremse ausgeübten Bremszustands zu verringern, und zum Steuern des Aufzugs-Antriebsbereichs auf der Basis des ersten Drehmomentstrom-Befehlswerts in einem Startzeitraum oder Anfahrtszeitraum von einer ersten Zeit, die einem Zeitpunkt entspricht, zu welchem der Bremszustand, der von der Bremse ausgeführt wird, gelöst wird, über eine zweite Zeit hinweg bis zu einer dritten Zeit;
• einen zweiten Steuerungsschritt zum Erzeugen eines zweiten Drehmomentstrom-Befehlswerts und zum Steuern des Aufzugs-Antriebsbereichs auf der Basis des zweiten Drehmomentstrom-Befehlswerts als eine Steuerung während eines stabilen Betriebs, in welchem die Verringerung der Anfahrtserschütterung und des Zurückgleitens nicht berücksichtigt wird, und zwar in einem Zeitraum für stabilen Betrieb, nachdem die dritte Zeit verstrichen ist; und
• einen Kabinenlast-Schätzschritt zum Berechnen eines Offset-Strombefehlswerts, der einem Ungleichgewichts-Lastwert entspricht, auf der Basis des ersten Drehmomentstrom-Befehlswerts in einem Zeitraum von der zweiten Zeit zu der dritten Zeit, wobei der zweite Steuerungsschritt ein Steuern des Aufzugs-Antriebsbereichs umfasst, indem er den zweiten Drehmomentstrom-Befehlswert als einen Wert erzeugt, der erhalten wird, indem zu dem im zweiten Steuerungsschritt erzeugten Drehmomentstrom-Befehlswert der Offset-Strombefehlswert addiert wird, welcher in dem Kabinenlast-Schätzschritt als ein Anfangswert zur dritten Zeit berechnet worden ist, bei welcher die Steuerung in dem Startzeitraum, welche in dem ersten Steuerungsschritt ausgeführt wird, auf die Steuerung in dem Zeitraum für stabilen Betrieb umgeschaltet wird, welche in dem zweiten Steuerungsschritt ausgeführt wird.

According to an embodiment of the present invention, there is also provided an elevator control method for controlling an elevator driving section having an electric motor and a brake for braking the rotation of the electric motor and releasing the braking state thereof to raise a car of an elevator and stop, the elevator control method comprising:

• a first control step of generating a first torque current command value to reduce a start shake and a slipback due to the release of the brake applied braking state, and to control the elevator drive region on the basis of the first torque current command value in a start period or Arrival time from a first time corresponding to a time when the brake state executed by the brake is released over a second time to a third time;
• a second control step of generating a second torque current command value and controlling the elevator driving region on the basis of the second torque current command value as a control during a stable operation in which the reduction of the starting vibration and the slipping back are not taken into consideration Period for stable operation after the third time has elapsed; and
• a car load estimating step of calculating an offset current command value corresponding to an imbalance load value on the basis of the first torque current command value in a period from the second time to the third time, the second control step including controlling the elevator driving range; by generating the second torque current command value as a value obtained by adding to the torque current command value generated in the second control step the offset current command value calculated in the car load estimation step as an initial value at the third time which the controller in the starting period executed in the first control step is switched to the controller in the stable operation period executed in the second control step.

Advantageous Effects of the Invention

In the elevator control apparatus and the elevator control method according to embodiments of the present invention, the first control system generates the first torque current command value in the start period at the start of the operation of the elevator and in the stable operation period after the lapse of the start period the second control system inputs the second torque current command value as the value obtained by adding, to the torque current command value generated by the second control system itself, the offset current command value corresponding to the unbalance load value estimated from the cabin load estimation range Initial value at the time of switching the control system has been calculated so that it controls the elevator driving area.

With this, it is possible to provide an elevator control apparatus and an elevator control method capable of sufficiently increasing the response speed of the control response at the start of operation regardless of the magnitude of the imbalance load value and the oscillation of the torque current command value. to make it possible to stably reduce the start-up shake and the slip-back, and which are capable of ensuring the stability of the speed control system in the period for stable operation.

list of figures

• 1 ein Konfigurationsdiagramm, das eine Aufzugs-Steuerungsvorrichtung gemäß einer ersten Ausführungsform der vorliegenden Erfindung zeigt.
• 2 ein Konfigurationsdiagramm, das ein Beispiel einer Konfiguration eines Kabinenlast-Schätzbereichs gemäß der ersten Ausführungsform der vorliegenden Erfindung zeigt.
• 3 erläuternde Diagramme, die eine Betriebsabfolge der Aufzugs-Steuerungsvorrichtung gemäß der ersten Ausführungsform zeigen, um den Fall, in welchem der Kabinenlast-Schätzbereich vorgesehen ist, mit dem Fall zu vergleichen, in welchem der Kabinenlast-Schätzbereich nicht vorgesehen ist.
• 4 ein Konfigurationsdiagramm, das eine Aufzugs-Steuerungsvorrichtung gemäß einer zweiten Ausführungsform der vorliegenden Erfindung zeigt.
• 5 ein Konfigurationsdiagramm, das eine Aufzugs-Steuerungsvorrichtung gemäß einer dritten Ausführungsform der vorliegenden Erfindung zeigt.
• 6 erläuternde Diagramme, welche ein Betriebsbeispiel mit variabler Verstärkung gemäß der dritten Ausführungsform der vorliegenden Erfindung zeigen.

In the drawings show:

• 1 a configuration diagram showing an elevator control device according to a first embodiment of the present invention.
• 2 13 is a configuration diagram showing an example of a configuration of a cabin load estimation area according to the first embodiment of the present invention.
• 3 11 are explanatory diagrams showing an operation sequence of the elevator control apparatus according to the first embodiment to compare the case where the cabin load estimation area is provided with the case where the cabin load estimation area is not provided.
• 4 a configuration diagram showing an elevator control device according to a second embodiment of the present invention.
• 5 a configuration diagram showing an elevator control device according to a third embodiment of the present invention.
• 6 Illustrative diagrams showing a variable gain operation example according to the third embodiment of the present invention.

Description of the embodiments

Hereinafter, an elevator control apparatus and an elevator control method according to exemplary embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same components are denoted by the same reference numerals, and their repeated description is omitted here.

First embodiment

1 FIG. 14 is a configuration diagram illustrating an elevator control device. FIG 200 according to a first embodiment of the present invention. 1 shows a cabin 10 , a counterweight 20 , a suspension area 30 , a drive pulley 40 , an elevator drive area 100 and the elevator control device 200 ,

In addition, the elevator drive section has 100 The following: an electric motor 101 , a brake 102 , a brake control area 103 , a speed detector 104 , an inverter 105 a drive signal generation area 106 , an AC power supply 107 , an inverter 108 , a smoothing capacitor 109 and a current detector 110 ,

Furthermore, the elevator control device 200 The following: a speed command generating area 201 , a speed calculation area 202 , a first speed control area 203 , a second speed control area 204 , a first switching range 205 , a cabin load estimation area 206 , a second switching range 207 and a power control area 208 ,

The cabin 10 and the counterweight 20 are from the drive pulley 40 with the interposition of the suspension area 30 suspended. The suspension area 30 is formed for example of a plurality of ropes or a plurality of straps.

Below is the elevator drive section 100 described. The electric motor 101 Standing in the elevator drive area 100 contained, drives the pulley 40 for lifting, lowering and stopping the cabin 10 on. The brake 102 slows down the rotation of the electric motor 101 and solve its braking condition. The brake control area 103 controls the operation of braking and releasing the braking state, what of the brake 102 is carried out.

The brake is formed for example from a brake disc, a drum brake or the like. While the cabin 10 the elevator is in the stopped state, the brake is 102 in braking condition. When the operation of the elevator is started then the brake is on 102 in a released brake state (in the released state).

The speed detector 104 is with the electric motor 101 connected and outputs a signal according to the rotational speed of the electric motor 101 to the speed calculation area 202 out. As a speed detector 104 is z. For example, a detector such as an encoder or a transducer is used. The detectors described above output a pulse or voltage according to the rotational speed.

The inverter 105 gives a drive voltage to the electric motor 101 out to the electric motor 101 drive. As an inverter 105 is z. B. a PWM inverter used. The drive signal generation area 106 generates a drive signal to the inverter 105 to allow to output the drive voltage.

The AC power supply 107 gives an AC voltage to the inverter 108 out. The inverter 108 converts the from the AC power supply 107 supplied AC voltage to a DC voltage. Further, that of the smoothing capacitor 109 smoothed DC voltage to the inverter 105 output. The current detector 110 detects an electric motor current and outputs the detected electric motor current to the current control area 208 out.

Hereinafter, the elevator control device 200 described. In the case of the elevator control apparatus of the prior art, if the control gain is increased to increase the response speed of the speed control system or the like, then the control gain is destabilized during the extremely low-speed running time.

On the other hand, the elevator control apparatus according to the present invention has a control system used during a start-up period and a control system used in a subsequent period for stable operation provided individually, and further has the cabin load estimation area 206 on.

With the above-described configuration, the elevator control apparatus according to the present invention has technical features such that the control gain can be increased so as to increase the response speed in the starting period so as to stably reduce start vibration and slippage, and that Stability of the speed control system can be ensured in the period for stable operation by taking into account an imbalance load value.

The speed command generation area 201 in the elevator control device 200 is included, outputs a speed command value ω *, which is obtained by a cruise speed pattern of the car 10 in the speed of the electric motor 101 is converted. In addition, at the start of the operation of the elevator, the speed command generation area exists 201 a speed command value (normally zero) off to the cab 10 Keep stationary before going with the brake 102 performed braking condition is solved.

The speed calculation area 202 calculates the speed of the electric motor 101 on the basis of that of the speed detector 104 supplied signal, and he gives the calculated speed ω from (hereinafter referred to as "speed calculation value ω " designated). In such a case, the following applies: In an extremely low speed state including a stop state of the car 10 Immediately after the operation of the elevator has started, a change in the output from the speed detector will occur 104 smaller.

Therefore, the change of the signal during a calculation period in which the speed calculation range becomes 202 the speed calculated, also smaller. As a result, the error of the speed calculation value becomes ω in terms of the actual speed and the time delay for the calculation relatively large, compared to the case that is driven at high speed.

The difference between the velocity command value ω * from the speed command generation area 201 is output and the speed calculation value ω that of the speed calculation area 202 is output, the first speed control area 203 and the second speed control area 204 supplied, the speed control areas for controlling the rotational speed of the electric motor 101 are. For example, a P Regulation, one PI Control, PID control or the like for the speed control ranges described above 203 and 204 used.

Furthermore, the first speed control area has 203 a response speed that is suitable for reducing launch vibration and slippage, whereas the second speed control range 204 has a response speed suitable for control during stable operation. The response speeds of the speed control areas 203 and 204 differ from each other. In this case, the first speed control area becomes 203 is described so that its control gain is set larger than that of the second speed control range 204 , and therefore has a higher response speed.

In addition, each generates from the first speed control area 203 and the second speed control area 204 a torque current command value i _q * which allows the difference between the input speed command value ω * and the speed calculation value ω Becomes zero. The torque current command value i _q * is obtained by converting a torque command value into a current.

The first switching range 205 performs a selective switch to one from the first speed control area 203 and the second speed control area 204 on the basis of a switching command from a switching command area (not shown). In this case, from the first switching range 205 the first speed control area 203 in the starting period, whereas the second speed control range 204 in the period for stable operation is selected.

The torque current command value i _q * output from the speed control section, which is from the first shift section 205 is selected, the cabin load estimation range 206 fed. Then the cabin load estimation range estimates 206 the imbalance load value, that of the weight difference between the car 10 and the counterweight 20 of the elevator, on the basis of the supplied torque current command value i _q * ,

Further, the cabin load estimation range is calculated 206 an offset value i _q * _ _off of the offset current command value (hereinafter referred to as "offset current command value i _q * _ _off "), Which corresponds to the value which compensates for the estimated imbalance load value (hereinafter referred to as" imbalance load value estimation value ").

The second switching range 207 performs a selective switch to one of offset current command value i _q * _ _off from the cabin load estimation area 206 and selecting a zero output based on the switching command from the switching command area (not shown). In this case, the second shift range is used 207 the zero output in the startup period is selected, whereas the output of the offset current command value i _q * _ _off in the period for stable operation is selected.

Then, a value becomes the current control area 208 which is obtained by the torque current command value i _q * which is output from the speed control section, which is from the first shift section 205 has been selected, is added to the value of the second switching range 207 has been selected.

The two switching commands to the first switching range 205 and the second switching range 207 are output simultaneously from the switching command area. Furthermore, in the starting period, after the brake 102 performed braking state has been solved at the start of the operation of the elevator, the first speed control area 203 from the first switching area 205 while the zero output is from the second shift range 207 is selected.

As a controller, by the power control area 208 is performed, vector control is generally used. The power control area 208 which performs the above-described vector control converts that from the current detector 110 detected electric motor current in values for a d Axis and one q -Axis around. Voltage command values are generated so that the q Axial current value, which contributes to the torque of the electric motor, and the input torque current command value i _q * agree with each other.

Then there is the power control area 208 the voltage command values thus generated v _d * and v _q * (corresponding to the d-axis and the q-axis, respectively) to the drive signal generating section 106 out. The drive signal generation area 106 generates the drive signal to the inverter 105 to allow the drive voltage to the electric motor 101 as described above, on the basis of the supplied voltage command values v _d * and v _q * ,

The speed control system, which determines the speed of the electric motor 101 by means of the first speed control area 203 controls, corresponds to a first control system, while the speed control system, which controls the speed of the electric motor 101 by means of the second speed control range 204 controls, corresponds to a second control system.

The following are the details of the operation of the cabin load estimation area 206 which estimates the above-mentioned imbalance load value, with reference to FIG 2 , 2 FIG. 14 is a configuration diagram showing an example of a configuration of a cabin load estimation area. FIG 206 according to the first embodiment of the present invention.

The in 2 illustrated cabin load estimation range 206 has an integrating circuit 2061 , an integration time storage area 2062 , a division circuit 2063 and a hold circuit area 2064 on.

At the beginning of the operation of the elevator, the integrating circuit starts 2061 with the integration of the torque current command value i _q * over time, the cabin load estimation range 206 is supplied, and at a predetermined timing after the braking state has been solved, which of the in 1 illustrated brake 102 is carried out. The integration time storage area 2062 stores a period of time since the start of the time-based integration by means of the integrating circuit 2061 has elapsed, ie the integration time.

The timing at which the time-related integration is started may be given as a period of time elapsed after the command to release the brake 102 applied braking state of the brake control area 103 has been generated.

Alternatively, as the timing for starting the time-related integration, a state may be determined in which the braking torque of the brake 102 becomes smaller on the basis of the torque current command value i _q * or a variation value of the torque current command value i _q * so that the integration is started at a timing to which the values described above exceed a predetermined value.

When the time-related integration is started in a state where the brake torque of the brake is started 102 becomes smaller as described above, that is, at a timing immediately after the brake shoes or brake shoes start to act, then the imbalance load value can be estimated with higher accuracy within a shorter period of time as compared with the case that the determination method described above is used.

Furthermore, alternatively, the following applies: On the basis of the value obtained from the speed detector 104 or a variation value of the value detected by the velocity detector 104 has been detected, instead of the torque current command value i _q * or the variation value of the torque current command value i _q * , the integration may be started at a timing to which the values described above exceed a predetermined value.

If an electromagnetic brake than the brake 102 Further, the timing for starting the time-based integration may be based on a coil current of the brake 102 be determined. More specifically, the time-related integration, for example, must be started only at a timing at which the coil current of the brake exceeds a predetermined threshold.

Furthermore, alternatively, the timing-related integration may be started at a timing at which the change of the coil current or the coil voltage detected by the counter-electromotive force of the coil, which is generated by the operation of the brake shoes, when the brake shoes start to move away from the Separate drum surfaces.

The division circuit 2063 divides (ie, averages) a time integrated value of the torque current command value i _q * by means of the integration time included in the integration time storage area 2062 is stored, and it gives the value obtained by the division to the latch circuit area 2064 out.

The holding circuit area 2064 holds the value obtained by the division, that of the dividing circuit 2063 is supplied at a predetermined timing and determines the value obtained by the division at the hold time as an unbalance load value estimated value (offset current command value i _q * _{_off} ).

As for the operation of the integrating circuit 2061 is concerned, a predetermined period (constant) in the integration time storage area 2062 be stored, so the integrating circuit 2061 works during the given period. Alternatively, a switch for detecting an opening / closing operation of the brake 102 so that a period is dynamically determined on the basis of the state of the Switch has been detected, and the integrating circuit 2061 works for the specified period.

In addition, the timing at which the hold circuit area 2064 the value held by the dividing circuit 2063 supplied division is determined on the basis of a predetermined elapsed time period. Alternatively, the switch may be for detecting the opening / closing operation of the brake 102 be provided so that the timing is determined on the basis of the state that has been detected by the switch.

As described above, the cabin load estimation range results 206 the calculation for averaging the torque current command value i _q * It calculates the mean value of the torque current command value i _q * ). Even in a state where the torque current command value i _q * As a result, the imbalance load value can be estimated with high accuracy.

Although the method for dividing the time integrated value of the torque current command value i _q * is described here by the integration time as an example of the case in which the average value of the torque current command value i _q * is calculated, the method is not limited thereto, and any suitable method can be used.

The switching command area (not shown) gives the switching commands to the first switching area 205 and the second switching range 207 off, after the operation of the hold circuit area 2064 In the cabin load estimation area 206 is included, or in synchronism with the operation of the hold circuit area 2064 ,

In particular, the selective switching becomes from the first speed control area 203 to the second speed control area 204 from the first switching area 205 to which the switching command is supplied while selectively switching from the zero output to the offset current command value i _q * _{_off} from the cabin load estimation area 206 is calculated from the second switching range 207 is carried out.

Simultaneously with the selective switching described above, the torque current command value i _q * that of the second speed control area 204 has been output, and the offset current command value i _q * from the cabin load estimation area 206 has been calculated, added together.

In the manner described above, if the first speed control area 203 selective to the second speed control area 204 by means of the first switching range 205 is switched, then operates the second speed control area 204 using the initial value defined when the motor torque and the unbalance load value equalize each other (ie, the initial value of the torque current command value i _q * that of the second speed control area 204 has been output corresponds to the offset current command value i _q * _{_off} ).

Therefore, the selective switching becomes from the first speed control area 203 to the second speed control area 204 gently from the first shift range 205 carried out without a shake of the cabin 10 to effect. If the controller, for the second speed control area 204 is used, one PI Control, then in an integrating circuit within the PI Controller accumulates values at a time of selective switching by means of the first switching range 205 reset.

The details of the operation sequence of the elevator control device will be described below 200 according to the first embodiment of the present invention with reference to FIGS 1 and 3 while the case in which the cabin load estimation range 206 is compared with the case in which the cabin load estimation area 206 is not provided.

3 shows explanatory diagrams showing the operation sequence of the elevator control device 200 according to the first embodiment of the present invention to illustrate the case in which the cabin load estimation area 206 is provided to compare with the case in which the cabin load estimation range 206 is not provided.

In 3 (a) corresponding to the case where the cabin load estimation area 206 is provided, a series ( 1 ) the speed of the electric motor 101 (Speed of the cabin 10 ) at any time, a series ( 2 ) shows the Torque current command value i _q * which is the power control area 208 supplied at any one time, and a series ( 3 ) shows the offset current command value i _q * _{_off} from the cabin load estimation area 206 is calculated at any time.

In 3 (b) corresponding to the case where the cabin load estimation area 206 is not provided, shows a number ( 1 ) the speed of the electric motor 101 (Speed of the cabin 10 ) at any time, and a series ( 2 ) shows the torque current command value i _q * which is the power control area 208 is fed at any time. The speed of the electric motor 101 hereinafter referred to as "electric motor speed".

There is also a first time t1 in the 3 a time corresponding to the time to that of the brake 102 performed brake state is released, and the second time t2 indicates a time corresponding to the time at which the cabin load estimation area 206 the operation of calculating the offset current command value i _q * _{_off} starts (time integration of the torque current command value i _q * ). There is also a third time t3 the time at which the selective switching from the first switching range 205 and the second switching area 207 to which the switching commands are supplied from the switching command area.

The starting period corresponds to a period from the first time t1 at the third time t3 , while the period for stable operation is a period after the third time t3 corresponds to (period during stable operation in which a normal cabin lift and cabin lowering operation is performed).

First, before starting the operation of the elevator (the start of the journey), the speed control is started. The in 1 shown speed command generation area 201 issues a command so that the speed of the electric motor becomes zero. Before the brake 102 performed braking state is solved when starting the operation, the first speed control 203 from the first switching area 205 selected based on the shift command from the shift command area.

As in the series ( 1 ) from 3 (a) will be shown at the first time t1 , which corresponds to the time at which the braking condition performed by the brake is released, that of the brake 102 completed braking condition solved. Due to the imbalance load value between the car 10 and the counterweight 20 then begins the electric motor 101 to rotate.

When the electric motor 101 begins to rotate, then performs the first speed control area 203 through the control, so that the speed of the electric motor is zero. As a result, the torque current command value decreases i _q * to that of the first speed control area 203 itself is spent.

To reduce the starting shake and the slip back, as described above, the first speed control range results 203 the control process so that it reduces the Anfahrtsschalkungen and sliding back in the approach period.

As in the series ( 2 ) from 3 (a) shown here sets the first speed control area 203 the control response (response speed) sufficiently high, for the purpose of sufficiently reducing the Anfahrtsschschütterung. Consequently, it turns out that the torque current command value i _q ^* from the first speed control area 203 itself is output, vibrates.

In addition, the cabin load estimation range begins 206 with the process of calculating the offset current command value i _q * _{_off} (Time-based integration of the torque current command value i _q * ), as described above, at the second time t2 , Then the cabin load estimation range results 206 the calculation of the averaging of the torque current command value i _q * by the effects of the vibration of the torque current command value i _q * to reduce. As a result, he estimates the imbalance load value with high accuracy. The second time t2 corresponds to the timing at which the in 2 illustrated integrating circuit 2061 begins with time-based integration, as described above.

Then the cabin load estimation range determines 206 the held value as the imbalance load value estimated value at the third time t3 , The imbalance load value estimate corresponds to the offset current command value i _q * _{_off} for the third time t3 shown in the series ( 3 ) from 3 (a) , The third time t3 corresponds to the timing to which the in 2 illustrated holding circuit area 2064 holds the value as described above.

At the third time (simultaneously with the calculation of the imbalance load value estimation value), the first speed control range becomes 203 selectively to the second speed control area 204 switched over, by means of the first switching range 205 to which the switching command is supplied from the switching command area, whereas the zero output selectively to the output of the offset current command value i _q * _{_off} is switched, by means of the second switching range 207 ,

Therefore, the second speed control area generates 204 the torque current command value i _q * as the value obtained by the offset current command value i _q * _{_off} for the third time t3 as the initial value derived from the cabin load estimation range 206 is calculated to the torque current command value i _q * which is added by the second speed control area 204 itself is spent. Then, the generated torque current command value i _q * the power control area 208 fed.

More precisely, as in the series ( 3 ) from 3 (a) shown uses the second speed control area 204 the offset current command value i _q * _{_off} for the third time t3 as the initial value of the torque current command value i _q * that of the second speed control area 204 itself has been generated. Then generates the second speed control area 204 the torque current command value i _q * to allow that difference between the supplied ω * and the speed calculation value ω in the period for stable operation (period during stable operation for performing normal raising and lowering operation of the car) becomes zero after the time t3 has passed to thereby perform the control operation.

Therefore, the first speed control area 203 selectively to the second speed control area 204 by means of the first switching range 205 be switched in a gentle way, without a shock to the cabin 10 to cause.

Hereinafter, for the comparison of the technical features of the first embodiment with the prior art, the case will be described in which the elevator control device 200 not with the cabin load estimation range 206 is provided, with reference to 3 (b) ,

Like in a row ( 2 ) from 3 (b) First, in a manner similar to the above, the following applies: It is assumed that the first speed control range 203 selectively to the second speed control area 204 is switched, by means of the first switching range 205 for the third time t3 as in the case described above, in a state in which the elevator control device 200 not with the cabin load estimation range 206 is provided.

In such a case, the initial value of the torque current command value becomes i _q * that of the second speed control area 204 at the time of the selective switching is added to the value of the torque current command value i _q * from the first speed control area 203 for the third time t3 is issued.

When the torque current command value i _q * for the third time t3 is greater than the torque current command value corresponding to the imbalance load value, then the torque in the electric motor becomes 101 is generated, greater than the torque for stopping the car 10 , As in the series ( 1 ) from 3 (b) is shown, therefore, the rotational speed of the electric motor in the vicinity of the third time t3 not zero. As a result, the cab starts 10 undesirably to move.

To prevent the cabin 10 The second speed control area therefore starts to move 204 the control process, so that the rotational speed of the electric motor after the third time t3 Becomes zero. The response speed of the second speed control area 204 however, is low compared to that of the first speed control range 203 ,

Therefore, it takes time for the rotational speed of the electric motor to converge to zero. Therefore, the cabin 10 not held stationary, and she starts to move. Consequently, a shock to the cabin 10 generated, so that the ride comfort is reduced.

If the torque current command value i _q * from the first speed control area 203 is oscillated in the case where the cabin load estimation area 206 not on the elevator control device 200 is provided, the following applies as described above: When switching to the second speed control range 204 is carried out, a shock to the cabin 10 generated, depending on the time of switching.

In the prior art used, therefore, the response speed of the control response can not be set to such a high speed that the torque current command value i _q * in the speed control range, taking into account the occurrence of the starting vibration and the slipping back.

On the other hand, the elevator control device 200 According to the first embodiment, the control system to be used in the starting period and the control system to be used for stable operation in the subsequent period, which are provided individually, and further includes the cabin load estimated range 206 on.

When the control system to be used during the starting period is switched to the control system to be used in the stable-period period, the offset current command value corresponding to the unbalance load value corresponding to the cabin load estimation range is considered 206 has been estimated.

As a result, the imbalance load value is taken into consideration after the control gain has been increased to increase the response speed in the starting period to stably reduce the start vibration and the slip back. In this way, the stability of the speed control system can be ensured even after switching to the period for stable operation.

As described above, according to the first embodiment of the present invention, in the starting period at the start of operation of the elevator, the first speed control section generates the torque current command value. In the steady-state period after the lapse of the starting period, the second speed control section generates the torque current command value as the value obtained by adding the offset current command value to the torque current command value generated by the second speed control section itself is calculated from the car load estimation area as the initial value at the time of switching the speed control area.

Regardless of the magnitude of the imbalance load value and the oscillation of the torque current command value, the response speed of the speed control response at the start of operation can be sufficiently increased. Consequently, the starting vibration and the sliding back can be stably reduced.

As a configuration of the cabin load estimation area 206 can be different than in the 2 shown configuration example, a low-order filter such. A first order filter or a high order filter may be used. If the high-order filter for the cabin load estimation range 206 is used, but the scope of calculation increases.

On the other hand, if the low-order filter, such. The first order filter for the cabin load estimation range 206 is used, then a relatively good operation is carried out in the event that the process of releasing the braking state of the brake 102 is performed relatively slowly (in the event that the imbalance load value is relatively smoothly applied), or in the event that the oscillation of the torque current command value i _q * is small. Otherwise, however, it is difficult to quickly estimate the imbalance load value while the oscillation of the torque current command value i _q * Will get removed.

Therefore, that is in 2 1, to quickly estimate the imbalance load value with high accuracy during the oscillation of the torque current command value i _q * Will get removed.

Although the cabin load estimation range 206 the torque current command value i _q * used by the first speed control area 203 is outputted to estimate the imbalance load value, the actual torque current supplied by the current detector may instead be used 110 is detected.

Second embodiment

In the first embodiment described above, the elevator control device is 200 described which the first control system including the first speed control area 203 and the second control system including the second speed control section 204 having.

On the other hand, in the second embodiment of the present invention, an elevator control device becomes 200a in which the speed command value is generated by a position control system included in the first control system, in the starting period, and in which the speed command value from the speed command generating area 201 is output, which is included in the second control system, in the period for stable operation.

4 is a configuration diagram illustrating the elevator control device 200a according to the second embodiment of the present invention. In the 4 illustrated elevator control device 200a is different from the one in 1 illustrated elevator control device 200 by a configuration in which a position controller for controlling the rotational position of the electric motor 101 and additionally adding a position control loop to the outside speed control loop.

Furthermore, the elevator control device 200a The following is the speed command generation area 201 , the second speed control area 204 , the first switching range 205 , the cabin load estimation range 206 , the second switching range 207 and the power control area 208 ,

The elevator control device 200a also has as a position control system: a speed / position calculation range 401 , a position command generating area 402 and a position control area 403 ,

When comparing the areas that the elevator control device 200a form, with those who use the elevator control device 200 will become the second speed control area 204 used alone instead of the two speed control areas, and the speed / position calculation area 401 is used to not just the speed of the electric motor 101 but also its rotational position, instead of the speed control range 202 ,

In addition, the elevator control device is 200a additionally provided with the position control system for generating the speed command value during the starting period. Furthermore, the first switching range 205 arranged so as to be capable of being between the speed command generating area 201 and the position control area 403 to switch, as in 4 shown.

In the 4 The configuration shown is equivalent to the functional configuration described above in the first embodiment with reference to FIG 1 is described, with the exception of the position control system. Therefore, their description is omitted here. In addition, the speed / position calculation area has 401 functions as a position calculation area, in addition to the functions of the speed calculation area 202 the first embodiment described above.

The speed / position calculation area 401 calculates the speed and the rotational position of the electric motor 101 on the basis of the signal coming from the speed detector 104 is input, and it gives the thus calculated rotational speed ω (the rotational speed calculation value co) and the rotational position 0 (hereinafter referred to as "rotation position calculation value 0").

The position command generation area 402 outputs a rotational position command value θ * which is obtained by a position command value for the car 10 in a rotational position command value for the electric motor 101 is converted. At the start of the operation of the elevator, the position command generating area gives 402 a rotation position command value (which is generally zero) to the car 10 Keep stationary before the brake 102 performed braking condition is solved.

The difference between the rotational position command value θ * that of the position command generating area 402 and the rotational position calculation value θ obtained from the speed / position calculation section 401 is output, the position control area 403 fed.

Then the position control area calculates 403 the speed command value ω * that allows the difference between the rotational position command value θ * and the rotation position calculation value θ Becomes zero. For the position control area 403 For example, P control, PI control, PID control, or the like may be used.

The first switching range 205 performs a selective switching to one of position control range 403 and speed command generating area 201 to select (one of ω * that of the speed command generating area 201 has been set, and ω * that of the position control area 403 has been set) on the basis of the shift command from the shift command area. Then the selected velocity command value ω * to the first switching range 205 output.

The operation of the elevator control device will be described below 200a described according to the second embodiment. In this case, the position control is started before the start of the operation of the elevator, and the position command generating area 402 outputs a command which enables the rotational position of the electric motor 101 (Position of the cabin 10 ) Becomes zero (is held stationary). At the start of operation, before the brake 102 When the brake state is released, the position control section becomes 403 of the position control system from the first shift range 205 selected.

In this case, the difference between the speed command value ω * from the position control area 403 is calculated and the speed calculation value ω that of the speed / position calculation area 401 is calculated, the second speed control area 204 fed. If the of the brake 102 when the braking condition is released, the second speed control range operates 204 in the starting period in the same manner as in the first embodiment described above, and it outputs the torque current command value i _q * out.

The cabin load estimation area 206 performs the same operation control as the one in the The first embodiment described above is based on the torque current command value i _q * that of the second speed control area 204 is issued. As a result, he estimates the imbalance load value.

Further, the operation control, which is in the power control area 208 and the subsequent areas after the second speed control area 204 the torque current command value i _q * has been performed in the same manner as in the first embodiment described above. In a period in which the position control area 403 from the first switching area 205 is selected, the above-described operation control is performed.

Thereafter, at a timing at which the first control system including the position control area 403 to the second control area including the speed command generating area 201 from the first switching area 205 is switched (what the third time t3 corresponds to that in the 3 shown), the selective switching from the first position control area 403 to the speed command generating area 201 carried out.

Then there is instead of the position control area 403 the speed command generation area 201 the speed command value ω * during the period of stable operation, after the lapse of the starting period. The timing for switching must be specified.

If a simple switching is performed for switching, then the speed command value becomes ω * unsteady, the second speed control area 204 is supplied. Therefore, processing is performed to allow the velocity command value ω * becomes a steady value before and after switching the speed command value ω * performed by the speed command generating area 201 is output after switching.

The processing is carried out by providing an appropriate offset value to the output from the velocity command generation area 201 after switching is added, so that the speed command value ω * before and after switching becomes steady. Alternatively, filter processing may be performed using the first-order filter such that the velocity command value ω * before and after switching becomes steady.

Thereafter, as in the case of the first embodiment described above, the second shift range operates 207 synchronous with the first switching range 205 , As a result, the second speed control area generates 204 the torque current command value i _q * as a value obtained by the offset current command value i _q * _{_off} which corresponds to the unbalance load value, as an initial value to the torque current command value i _q * which is added by the second speed control area 204 itself is spent.

As in the case of the first embodiment described above, before: the selective switching for outputting the offset current command value i _q * _{_off} from the second switching area 207 is performed, zero is output. If the controller, for the second speed control area 204 is used, is a PI control, then also the values accumulated in an integrating circuit within the PI controller at a time of selective switching by means of the first switching range 205 reset.

Even if the position control area 403 is used as a position control system, then the switching - as described above - from the first switching range 205 in a state where the torque current command value which balances the unbalance load value is used. Therefore, the selective switching becomes from the position control area 403 to the speed command generating area 201 gently performed, without a shock to the cabin 10 to cause.

Even if the response speed (control gain) of the position control area 403 is set high, therefore, the occurrence of the starting vibration and the slipping back can be stably reduced, as in the case of the first embodiment described above, by selectively switching from the position control region 403 to the speed command generating area 201 ,

As described above, according to the second embodiment of the present invention, in the starting period at the beginning of the operation of the elevator, the position control section outputs the speed command value. In the steady-state period after the lapse of the starting period, the speed command generating section outputs the speed command value.

The second speed control section generates the torque current command value as the value obtained by setting the offset Current command value corresponding to the unbalance load value calculated by the car load estimation area at the time of switching from the position control area to the speed command generation area to which torque current command value added from the second speed control area is added itself is generated.

As a result, regardless of the magnitude of the imbalance load value and the oscillation of the torque current command value, the response speed of the speed control response at the start of operation can be sufficiently increased. Consequently, the starting vibration and the sliding back can be stably reduced.

Although the method for detecting the rotational position of the electric machine 101 has been described by way of example as a position control method in the second embodiment, also a method for directly detecting the position of the car 10 be used.

Although the in 4 For example, if the configuration shown in FIG. 2 is used for the position control in the second embodiment, a configuration may be used in which a double integration of the difference between the speed command value ω * and the speed calculation value ω is added to the PI control as the configuration of the first speed control area 203 in the configuration that in 1 which is described in the first embodiment described above. In the case of the configuration of the position control described above, the calculation value can be reduced. Therefore, the elevator control device 200a be realized with lower costs.

When the first speed control area 203 the first embodiment described above in the elevator control device 200a According to the second embodiment, the number of speed control ranges can be increased from one to two as in the case of the first embodiment described above. In this case, in the approach period at the start of operation, the difference between the speed command value becomes ω * from the position control area 403 and the speed command value ω obtained from the speed / position calculation area 401 is output, the first speed control area 203 fed.

The first speed control area 203 goes to the second speed control area 204 at the time of switching from the first control system including the position control section 403 to the second control system including the speed command generation area 201 switched as in the case of the first embodiment described above. Then, the same control operation can be performed in the stable-operation period after the lapse of the start-up period.

By the configuration described above, not only the response speed of the position control response can be increased, but also the response speed of the velocity control response in the period for stable operation. Therefore, the starting vibration and the sliding back can be further stably reduced.

Third embodiment

In the first embodiment described above, an elevator control device 200 described in which the response speeds of the first speed control range 203 and the second speed control section 204 to be selectively switched, are provided fixed at the start of the operation of the elevator. On the other hand, in a third embodiment of the present invention, an elevator control device 200b which is capable of continuously detecting the response speed of the first speed control section 203 to change, which has the higher response speed, at the beginning of the operation of the elevator.

5 FIG. 14 is a configuration diagram illustrating the elevator control device. FIG 200b according to the third embodiment of the present invention. The elevator control device 200b , in the 5 is shown includes: the speed command generating area 201 , the speed calculation area 202 , the first speed control area 203 , the second speed control area 204 , the first switching range 205 , the cabin load estimation range 206 , the second switching range 207 , the current control area 208 and a variable gain 501 or a variable amplifier 501 ,

Therefore, it is in comparing the areas that the elevator control device 200b form, with those who the in 1 illustrated elevator control device 200 form, so to understand that the variable gain 501 is additionally provided. In the 5 The configuration shown is equivalent to the functional configuration and operation described above in the first Embodiment with reference to 1 have been described, with the exception of the variable gain 501 , Therefore, their description is omitted here.

In 5 is the variable gain 501 between the first speed control area 203 and the first switching area 205 arranged.

For variable amplification 501 becomes 1 (one) as the initial value for the gain K set. When a trigger is entered, then the gain decreases K over time to a value equal to or greater than 0 (zero) and less than 1. The trigger becomes the variable gain 501 supplied at a predetermined timing between the release of the brake 102 applied braking state at the beginning of the operation of the elevator and the selective switching by means of the first switching range 205 and the second switching area 207 ,

For example, the variable gain trigger 501 be supplied in synchronism with the timing to which the brake control area 103 releases the brake state, that of the brake 102 is carried out. Alternatively, the variable gain trigger 501 in synchronism with the timing to which the cabin load estimation area 206 the time-based integration of the torque current command value i _q * starts.

Here is a specific operation of variable gain 501 with reference to the 6 described. The 6 FIG. 11 is explanatory diagrams showing a variable gain operation example. FIG 501 according to the third embodiment of the present invention.

In the 6 gives a time tk1 a time at which the variable gain trigger 501 is supplied. A time tk2 indicates a time at which the gain K a predetermined gain value KL after it has begun, over the time from the initial value 1 for now tk1 to decrease. The predetermined gain value KL only needs to be specified.

In 6 (a) The following applies: Until the time tk1 to which the trigger in the variable gain 501 is the value that the gain is K the variable gain 501 can have, the initial value 1 , A value that the gain K from the time tk1 by the time tk2 may decrease at a constant rate over time and become the predetermined gain value KL for now tk2 ,

In 6 (b) is the decrease rate of the value that the gain K from the moment tk1 at the time tk2 can accept, over the time smaller, in comparison with the case of the 6 (a) ,

Compared to the case 6 (a) takes the value of the gain K gently from the initial value 1 to the predetermined gain value KL in 6 (b) from. Therefore, the control response can be changed more smoothly. If the variable gain 501 is provided, as described above, the timing for lowering the gain K and the rate of decline of reinforcement K as required. As a result, the response change of the control response can be arbitrarily changed.

Therefore, the variable gain 501 continuously the response speed of the first speed control range 203 at a predetermined rate of decrease, at the given timing, after that of the brake 102 performed brake state at the beginning of the operation of the elevator is released.

Thus, for example, to respond to the imbalance load value that acts abruptly immediately after the brake has been released, the oscillation of the control system can be mitigated when the control response of the first speed control section 203 can be increased immediately after the braking state performed by the brake 102 is solved and then the control response (amplification K ) is gradually reduced.

As a result, not only the starting vibration and the slipping back are stably reduced, but also the oscillation of the control systems is weakened at the same time. Consequently, the control device 200b perform a more stable control. In addition, due to the attenuation of the oscillation of the control systems, the imbalance load value may be estimated from the cabin load estimation range 206 be estimated with higher accuracy.

When the elevator control device 200a According to the second embodiment described above, the first speed control area 203 and the second speed control area 204 Then, the same effects can be obtained by further providing the variable gain for continuously reducing the response speed of the first speed control section 203 is provided, with a defined rate of decrease as in the case of the third embodiment.

As described above, according to the third embodiment of the present invention, the response speed of the first speed control region can be continuously reduced by means of the variable gain at the predetermined timing and the predetermined decrease rate after the braking state performed by the brake at the beginning the operation of the elevator is released. As a result, not only the starting vibration and the slipping back are stably reduced, but also the attenuation of the oscillation of the control systems is achieved at the same time. Consequently, a more stable control can be performed.

Claims (10)

An elevator control device for controlling an elevator driving section (100) having an electric motor (101) and a brake (102) for braking the rotation of the electric motor (101) and releasing the braking state thereof to a car (10) of an elevator lift, lower and stop, the elevator control device comprising: a first control system for generating a first torque current command value to reduce start shake and slipback due to release of the brake state exerted by the brake (102), and to control the elevator drive region (100) based on the first torque current Command value in a starting period or starting time from a first time corresponding to a time when the braking state executed by the brake (102) is released over a second time to a third time; a second control system for generating a second torque current command value and controlling the elevator driving region based on the second torque current command value as a control during stable operation in which the decrease in the starting vibration and the slipping back are not taken into account, and while in a period of stable operation, after the third time has elapsed; and a car load estimation area (206) for calculating an offset current command value corresponding to an imbalance load value on the basis of the first torque current command value in a period from the second time to the third time, wherein the second control system controls the elevator drive section (100) by generating the second torque current command value as a value obtained by adding the offset current command value to the torque current command value generated by the second control system itself is calculated by the cabin load estimation area (206) as an initial value at a third time at which the control in the starting period by the first control system is switched to the control in the stable operation period by the second control system. Elevator control device according to Claim 1 wherein the first control system has a first speed control section (203) having a response speed capable of reducing the startup shake and the slipback as a speed control section for controlling the rotation speed of the electric motor (101); the second control system having a second speed control section (204) having a response speed suitable for control during stable operation as a speed control section for controlling the speed of the electric motor (101), the response speed is low compared to the response speed of the first speed control section (203); wherein the first control system and the second control system further share: a speed command generating section (201) for outputting a speed command value to instruct the electric motor (101) to operate at a desired speed; and a speed calculation section (202) for outputting a speed calculation value calculated based on the actual speed of the electric motor (101); wherein the first speed control section (203) included in the first control system generates the first torque current command value in the starting period such that the difference between the speed command value output from the speed command generating section (201) and the speed calculation value output from the speed calculation section (202) becomes zero; and wherein the second speed control section (204) included in the second control system generates the second torque current command value in the stable operation period as the value obtained by the offset current command value obtained from the cabin load estimation section (206) is calculated as the initial value to which torque current command value generated by the second speed control section (204) itself is added so that the difference between the speed command value generated by the speed command generating section (201) and the speed calculation value output from the speed calculation section (202) becomes zero. Elevator control device according to Claim 1 wherein the first control system comprises a position control system comprising: a position command generating section (402) for outputting a position command value for instructing the electric motor (101) to assume a desired rotational position; a position calculation section (401) for outputting a rotation position calculation value calculated on the basis of the actual rotational position of the electric motor (101); and a position control section (403) for outputting a first speed command value so that the difference between the position command value output from the position command generation section (402) and the rotation position calculation value obtained from the position calculation section (401) becomes zero, the position control system configured to output the first speed command value as a value for reducing the start-up shake and the slip-back; wherein the second control system has a speed command generating section (201) for outputting a second speed command value for instructing the electric motor (101) to operate at a desired speed during stable operation; wherein the first control system and the second control system further share: a speed calculation section (202) for outputting a speed calculation value calculated based on the actual speed of the electric motor (101); and a speed control section for controlling the rotational speed of the electric motor (101); and wherein the speed control area shared by the first control system and the second control system is configured to: generate the first torque current command value in the starting period such that the difference between the first speed command value obtained from the position command Control system included in the first control system and the speed calculation value output from the speed calculation section (202) becomes zero; and generating the second torque current command value in the steady-state period as the value obtained by adding the offset current command value calculated by the car load estimation section (206) as the initial value to the torque current command value is generated by the speed control section itself so that the difference between the second speed command value output from the speed command generation section (201) and the speed calculation value output from the speed calculation section (202) is generated; Becomes zero. Elevator control device according to Claim 3 wherein the speed control section comprises: a first speed control section (203) having a response speed capable of reducing the startup shake and the slipback, the first speed control section (203) being configured to control the first speed control section (203) generate first torque current command value in the starting period; and a second speed control section (204) having a response speed suitable for control during stable operation, wherein the response speed is low compared to the response speed of the first speed control section (203), the second speed control section (204). Control region (204) is adapted to generate the second torque current command value in the period for stable operation. Elevator control device according to Claim 2 or 4 and further comprising a variable gain (501) for varying the response speed of the first speed control section (203) over time at a predetermined timing and at a predetermined deceleration rate. Elevator control device according to one of Claims 1 to 5 wherein the cabin load estimation area (206) calculates an average value of the first torque current command value for the input first torque current command value during a period from the second time to the third time as the offset current command value. Elevator control device according to Claim 6 wherein the cabin load estimation area (206) calculates the average value of the first torque current command value by obtaining an integrated value of the first torque current command value obtained by time-integrating the input torque current command value over a period from the second time to the third time , divided by the integration time in which the time-related integration is performed. Elevator control device according to one of Claims 1 to 7 wherein, when the brake (102) comprises an electromagnetic brake, the second time is given as a time at which the coil current or the coil voltage of the Brake (102) exceeds a predetermined threshold, or is given as a time at which a change of the coil current or the coil voltage is detected. Elevator control device according to one of Claims 1 to 7 wherein the second time is set as a time at which the first torque current command value or a variation value of the first torque current command value exceeds a predetermined threshold, is set as a time to which a value of the rotational speed of the electric motor (101) or Value of the speed exceeds a predetermined threshold, or a time which is predetermined based on an operation of releasing the brake state applied by the brake (102). An elevator control method for controlling an elevator driving section (100) having an electric motor (101) and a brake (102) for braking the rotation of the electric motor (101) and releasing the braking state thereof to a car (10) of an elevator lift, lower and stop, the elevator control method comprising: a first control step of generating a first torque current command value to reduce a start shake and a slipback due to the release of the brake state exerted by the brake, and to control the elevator drive section based on the first torque current Command value in a starting period or starting time from a first time corresponding to a time when the braking state executed by the brake (102) is released over a second time to a third time; a second control step of generating a second torque current command value and controlling the elevator driving region based on the second torque current command value as a control during a stable operation in which the reduction of the starting vibration and the slipping back are not taken into consideration, and while in a period of stable operation, after the third time has elapsed; and a car load estimation step of calculating an offset current command value corresponding to an imbalance load value on the basis of the first torque current command value in a period from the second time to the third time; wherein the second control step comprises controlling the elevator drive section (100) by generating the second torque current command value as a value obtained by adding to the torque current command value generated in the second control step the offset current command value is added, which is calculated by the car load estimation step, as an initial value at a third time at which the control in the starting period, which is performed in the first control step, is switched to the control in the period for stable operation in the second control step is performed.

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